Traffic actuated controller



Aug. 10,1937,

A. o. OLAFSON TRAFFIC ACTUATED CONTROLLER 8 Sheets-Sheet 1 Filed Mgy 31, 1955 1937- A. o. OLAFSON 2,089,660

TRAFFIC ACTUATED CONTROLLER Filed May' 51, 1933 8 Sheets-Sheet 2 wi l!!! Aug. 10, 1937.

A. O. OLAFSON TRAFFIC ACTUATED CONTROLLER Filed May 31, 1933 8 Sheets-Sheet 5 Aug. 10, 1937. A. o. oLAFsoN TRAFFIC ACTUATED CONTROLLER- Filed May 31, 1933 8 Sheets-Sheet 5 3 A. o. OLAFSC JN 2,089,660

TRAFFIC ACTUATED CONTROLLER Filed May 31, 1933 8 Sheets-Sheet 6 Aug. 10, 1937.

V A. O. OLAFSON TRAFFIC ACTUATED CONTROLLER Filed May 51, 1933 8 Sheets-Sheet 7 A. o. OLAFSON 2,089,660

TRAFFIC ACTUATED CONTROLLER Aug. 10, 1937.

Filed May 31, 1953 8 Sheets-Sheet 8 Patented Aug. 10, 1937 UNITED STATES TRAFFIC ACTUATED CONTROLLER Alvin 0. Olafson, St. Paul, Minn., assignor to National Trafllc Signal Company, St. Paul, Minn., a corporation of Minnesota Application May 31,1933, Serial No. 673,694

15 Claims.

This invention relates to a trafiic actuated controller and is provided with means for permitting the extending of time by the flow of traffic along certain highways. With this controller the traffic is more naturally controlled than where arbitrary timers are used which allot an arbitrary predetermined time for the flow of traflic along certain intersecting highways. Thus my controller is desirable and flexible for regulating the movement of traffic at intersecting points.

A .feature resides in a controller which has means for operating traflic signals, whether it may be the vehicle traflic or pedestrian traffic, along highways so as to give the right of way in accordance with the movement of the trafiic along the respective highways at intersecting points. This permits the heavily travelled highway to take preference over the lesser travelled highway, irrespective of which highway it happens to be, and should the flow of traffic change or increase for any reason from one highway to the other, my controller will automatically transfer the period of timeallotted to one highway to the other where the traific is increasing. Thus with my controller, traffic signals may be switched to move the go signal on one highway where the traihc is not continuing, to the highway where the traflic has approached the intersection and wishes to cross the said one highway.

My controller is constructed in a manner to give a plurality of divisions to the unit of time, which is allotted for traffic on the various intersecting highways, and with means for transferring any of these divided portions from one highway to another so as to give the shortest possibe delay of trailic on any respective highway. My controller may be fully traffic actuated for operation, and 'it may be set to be semitraiiic actuated to a selected highway, or vice versa, or fully automatic to allot arbitrary time to each highway.

It is a feature of my controller to provide means wherein pedestrians may operate the same to receive portions of the unit of time sufficient to permit the pedestrians to cross the highway. Also, the pedestrian trafiic may extend the period of time allotted to them by means of my controller where the pedestrian trafiic is sufficient to do so, up to a certain limit which is regulated by the controller. This is also true of the vehicle actuated means governed by my controller so that neither pedestrians or vehicle traflic can hold up traffic along any of the highways for an indefinite period of time. My controller has means to allot a longer period of time for a pedestrian than a vehicle in crossing the respective highways, because the vehicle traflic moves faster than pedestrians over the intersections.

My controller is associated with and is adapted to operate the traflic signal which controls the movement of traflic lat-intersections, and I associate with the same pedestrian operable switches. Adjacent the switches which the pedestrians operate to control the traiiio signal, I associate an indicating means which also acts as a signal to the pedestrians to indicate to them whether or not they have suflicient time to cross the highway after they have operated the switch whichalso controls the traffic signal. When the pedestrian operates the switch it causes the controller to operate to give the pedestrian an opportunity to cross the highway. If the pedestrian does not have suiiicient time'to cross the highway when they operate the switch the indi cating means will advise them to wait a. few moments until the traiific. signal indicates that they can cross the highway.

My controller includes means whereby either A highway at an intersection may be selected as the arterial highway. This means includes a switch mechanism which permits the controller to be set so that one of the intersecting highways can always get the right of way automatically after the intersecting highway has had traific across the arterial highway. This means in the controller also includes the allotting of more or less time in accordance with the flow of traffic along the intersecting highway which crosses the main selected highway. Thus I provide a controller which by a mere switch mechanism, may be set so as to make either or any intersecting highway the main or arterial highway. For example, if my controller were set up at the intersection of two highways, and one was termed the Lincoln highway and the other the Jefferson highway, my controller by this mechanism just set forth, could be set so that the Lincoln highway would always have the right of way automatically regulated by the controller so that the controller would always bring the go or green signal back onto the Lincoln highway. It might later develop that it was desirable to make the Jefferson highway the arterial highway instead of the Lincoln highway, and then it is only necessary to operate this switch mechanism within the controller and reverse the situation so that the Jefferson highway would always have the right of way automatically regulated by the controller. This will illustrate the further flexibility of my controller for controlling trafilc signals and directing trafllc at intersections.

A further feature of my controller resides in means for controlling the operation of the amber or change light signal. There are times when it is not desirable to have the amber light appear to the trafllc having the go" or green signal, particularly with vehicle actuated signals and when the "go signal is not going to be prolonged but will be. switched to the other highway. My controller has means for accomplishing this result. Further my controller also has means of causing the amber signal light to be .shown to the "go traflic before the go" signal shuts off and turns on the red when the controller is set to operate as a fully automatic timer. However, when my controller is set to operate as a semi-automatic timer then it operates to cause the amber light to show before the green or "go" light changes on the arterial or preferred highway, because the controller is set to automatically bring the go" signal back to the arterial highway. However, should the traflic on the secondary highway which crosses the arterial highway be heavy enough to prolong the same to the full time allotted by the controller for the secondary highway, then the amber light would show before the green light of the signal changes to the red light. If my controller is set to be fully car actuated by the switches in the pads in the highway and each highway has a prolonged traflic to take up the full time allotted in the controller to each highway, then the amber or change light in the signal will appear before the green light changesto the red light on either of the highways. Thus it will be apparent that my controller has a further flexible nature in more efllciently and effectively controlling a traflic signalling device or light.

A still further feature of my controller resides in dividing the period of time between certain clearing points in the controller. If vehicles are travelling continuously one after the other on one highway which has the right of way, and the controller is operating to come up to one of the clearing points and the intersecting highway has received traflic just before the controller comes up to the clearing point, the intersecting highway will get the next portion of time in the controller to cross the highway on which the continuous traflic is coming, however, if the traffic on the intersecting highway does not also have a continuous flow of traffic, the time that would be ordinarily allotted to that highway will go back to the highway on which the flow of traflic is travelling and if that traffic is continuous the other intersecting highway will not get the right of travel even though the controller passes through one of the clearing points. This is a material advantage as it provides a controller which virtually humanly handles the traffic in accordance with the flow of the same on the respective highways.

This trafllc actuated controller is designed primarily to act for controlling the traffic signals at intersections as an individual controller and not as a progressive timer or controller. It is also a feature to provide a tramc signalling device including the controller herein described, together with vehicle actuated devices embedded in the pavement or highway over which the vehicle passes to actuate the same and to regulate the signal at the intersection through the controller. The system includes pedestrian operated switch means.

My controller is a selectively vehicle or pedestrian actuated controlling device for signals in that it permits the controller to operate the signals at intersections to shift the go signals from one street to another, according to the flow of trafllc, and one of the primary features of material advantage in this form of controller is that a heavy flow of traffic can prolong the g0 signal where otherwise the heavy flow of traiiic would be unnecessarily broken up at an intersection when vehicles had come up to cross the street over which the heavy flow of traffic is passing.

The controller has another advantage which resides in the extending of the time so as to give more of the divisions of time to one highway than to another under such circumstances as follows: If at intersecting highways, traflic comes along one highway and is given the first divided portion of the whole unit of time to cross the intersection, and then the trafflc ceases along that L particular highway, and in the meantime the trailic starts flowing along the other intersecting highway and continues to flow along the same, the last highway will get the preference through the controller to maintain the right of way even though traflic comes up on the other highway. In this manner my controller extends the period for the flow of traffic along the highway where the traflic increases longer than if there had been continuous or more traflic on the first highway. 5

However, this last highway cannot hold up the traffic on the intersecting highway indefinitely even though it has had a longer period or time for the flow of trafiic in accordance with the foregoing circumstances, and thus the intersecting highway will secure the right of way after the highway whichsecured the longer period has had a number of periods of the whole unit of time allotted to it through the controller, or, should the traflic cease sooner than would be required to use up the time which it might otherwise get and traflic has come up on the intersecting highway, the controller will switch the movement of traffic for the intersecting highway and permit it to cross the other highway. These circumstances just set forth could be reversed as to highways, all of which is automatically regulated by my controller without any manual attention.

With this controller, when it is set to be semicar actuated, an arbitrary period of time is always allotted to the main highway, however, the main highway can secure a longer period than the arbitrary period allowed if there is no traffic along the other highway, and in fact, the main highway may have all of the time so long as there is no traffic on the intersecting highway. Then if traffic comes along the intersecting highway and such traffic on the intersecting highway is heavy enough, it can take several periods of time or the full allotted time for the intersection. according to the setting of the controller. However, if the intersecting trafiic takes the first portion of its period allotted to it and misses the next portion, it cannot again secure a portion of the time until the remaining periods which might have otherwise gone to the intersecting highway have elapsed as well as the arbitrary period set in the controller for the main highway. When the intersecting highway takes the first period of time allotted to it in the controller and there is sufficient traffic on the intersecting highway, it may also take the second period and even the third period of its time.

t In the drawings forming part of this specificaaoaaeoo Figure 1 illustrates a perspective front view of my trafllc actuated controller removed from the protective housing which it ordinarily is encased in when it is in use at intersecting highways.

Figure 21s a similar perspective to Figure 1 looking toward the back of the controller.

Figure 3 is a side view looking at the edge of the timer dial.

Figure 4 diagrammatically illustrates a set of cams which are carried on a sleeve which operates with the timer dial.

Figure 5 diagrammatically illustrates a series of cams which are mounted on the shaft which of Figure 4.

Figure 6 is a diagrammatic illustration about in the'plane of the line 15-6 of Figure 3 and in the direction of the arrows, showing the shifter and the electrical master switch mechanism 26 which it operates.

Figure 7 is a similar view to Figure 6 in the same plane along the line indicated for Figure 6 on Figure 3, showing the parts in a different position.

Figure 8 is a perspective of a detail of a portion of the controller, showing a portion of the timer dial in relation to the spring stop plate and its anti-friction rollers with spring arms, a portion of the stop plate being depressed by the cam of 30 the timer dial.

Figure 9 is a diagrammatic plan view of a portion of the shifter, some of the parts having been removed to more clearly illustrate the remaining parts.

Figure 10 is a section on the line Ill-l0 of Figure 9.

Figure 11 is a similar section to Figure 10 showing the parts in a different position.

Figure 12 is a section on the line i2i2 of Figure 10. I

Figure 13 is a diagrammatic plan of a portion of the shifter and some of the associated mechanism operating therewith.

Figure 14 is a diagrammatic section on the line i l-i i of Figure 13.

Figure 15 is a diagrammatic elevation on the line I'd-i5 of Figure 13, showing the portion of the solenoid below the top plate of the frame of the controller.

Figure 16 is a bottom diagrammatic detail beheath one end of the shifter mechanism to show the operating leai spring.

Figure 17 is a diagrammatic section on the line il--i7 of Figure 16 showing the parts in one position. I

Figure 18 is a similar section showing the parts in another position.

Figure 19 is a diagrammatic side elevation of a portion of the controller showing the opposite side to Figure 3 and showing the electrical switches which are operated by the pedestrians through the solenoids for operating the same.

Figure 20 is a perspective detail diagrammatically illustrating a portion of the timer dial and cam in relation to the booster which operates the shifter of the master switch, only a portion of the shifter being illustrated.

Figure 21 is a diagrammatic illustration of the series of cams carried by.the periphery of the timer dial illustrating them in their respective order in which they are arranged around the timer dial from left to right.

Figure 22 illustrates a wiring diagram of the traffic actuated controller system including the signal lights and trailic actuated switches.

runs through the sleeve which carries the cams Figure 23 is a diagrammatic illustration of the timer dial to designate the divisions of time represented by the same between the respective cams illustrated in Figure 21.

Figure 24 is a small diagrammatic plan view showing intersecting highways to illustrate the operation of my traflic actuated and selective controller and my signalling system.

Figure 25 is a perspective detail illustrating the manual setting switch and associated parts,

Figure 26 is a diagrammatic plan view of the cam operated switches and the manner in which additional pairs of contacts may be added to energize the auxiliary pads during a portion of the time.

, I! which are spaced apart by spacing supports l3. The motor i4 is secured upon the upper plate l2 and is provided with a shaft l5 which is journalled at one end in the supporting member i6 forming a part of the frame 10. The other end of the shaft i5 extends into the housing ll. A series of reduction gears are contained within the housing H, which gears drive the shaft l8, extending out of the housing H, at a desirable fixed speed. A sprocket gear I9 is slidably keyed upon the shaft l8 and co-operates with one of a number of concentric circles of pins 20 to drive the timer dial B. The gear 19 is held in co operation with a desired circle of pins by means of a yoke 2! partially encircling a clutch collar 22 secured to the gear l9, which yoke is secured to the indicating apparatus 23 co-operable with an indicating plate 24, in a manner more clearly set forth in my application Serial No. 594,775, filed February 24, 1932. The timer dial B can therefore be driven at one of a number of speeds by the constant speed motor it.

The timer dial B acts through the booster C to operate the shifter D to throw the master switch E controlling the circuit to the motor and to "the signal lights. In order that the dial B may operate the booster C, the dial B is provided with a fixed lug 25 and a series of cam bearing arms 2E, 27, 28,29 and 30, each of which is circumferentially adjustable about the dial B. Each of these various arms is provided with a spring handle iii to which is secured a small plate 32, hearing a pin which extends through the arm and into one of a number of suitable apertures 33 in the dial B with the exception of the handle secured to the arm 28 which cc-operates with one of a series of notches 34 in the periphery of the dial B. By reference to suitable indicia on the dial, these arms may be adjusted at various relative positions upon the dial B.

The lug 25 and each of the above named arms are equipped with a plate-like member extending at right angles to the radially extending lug and arms. Each of these plate members is provided with one or more cam lips 35. Referring also to Figure 21, the plate 36 on the lug 25 is provided with one cam lip on the forward side of the dial B. The plate 31 on the arm 26 is provided with one card lip 35' on the rear or inner edge of the plate. The plate 38 on the arm 21' is provided with a cam lip 35 or 35 on both sides thereof as is also the plate 39 on the arm 30. The plate 40 on the arm 28 is provided with a single lip 35' on the rear or inside edge of the plate while the plate 4| on the arm is provided with a single lip on the forward or outer side of the plate. These cam lips operate in a manner which will be hereinafter set forth to move the booster C.

The booster C and its relationship with the dial B may be seen in Figure 20 of the drawings. The

booster C is pivoted at 42 virtually centrally beneath the center of the dial B. The booster C comprises a substantially circular plate having an upturned ear 43 projecting on one side thereof. A forked arm 44 extends through the ear 43 and engages a portion of the shifter D in a manner which will be hereinafter more clearly set forth. A spring 45 encircles the'shaft 44 and extends between a collar 45 on the shaft 44 and the ear 43 in a manner to force the forked shaft 44 into engagement with the shifter D. Suitable stops 45' limit the pivoting of the booster'C.

oppositely disposed on either side of the center line extending through the center of the ear 43 and the pivot point 42 of the booster C and extending through suitable bosses, are a pair of vertically slidable headed pins 41 and148.. These pins extend through the booster C and through arcuated slots 48 in the base plate 58 of the shifter D 7 lowered position. In Figures 6 and 7, the opposite extreme positions of the booster C are illustrated. The ear 43 on the booster C is pivoted to one side or to the other of.the center line of tilt the front face 51 of the angle member 58 the dial B. The spring 5L is so arranged as to support the pin 41 or 48 on the side of the booster C, toward which the ear 43 has been pivoted in raised position. booster C is in the position illustrated in Figure 6, the pin 48 will be in raised position and the pin 41 lowered. In the position of the booster C 11- lustrated in Figure 7, the pin 41 will be raised and the pin 48 will be lowered.

When a pin 41 or 48 is in lowered position, it is dropped out of the path of engagement with the cam lips 35 and 35' on the dial B. However, when one of the pins is in raised position, like in Figures 17 and 18, or in Figure 20, it will be engaged by the cam lips 35 or 35 on one side of the plane of the dial B. The pin 41 which is to the rear of the plane of the dial B, will be engaged by the cam lips 35' on the plates 31 and 48, as well as by the lips 35' on one edge of the plates 35 and 38. The pin 48 is forwardly of the plane of the dial B and. will be engaged by the lips 35 on the other edges'of the plates 38 and 38 and by the lips on the plates 35 and 4|.

The shifter D is provided with a pivotal bed plate 5| pivoted to the base plate 58 at 52 and having a centrally aligned notched end 53 in which the end of the forked shaft 44 engages.

The pivoting of the bed plate 5| is limited by the stop pin 53 on the base plate 50 which extend through the slot 54 (Figure 9) in the bed plate 5|, thereby limiting the pivoting of the plate 5| to the movement of the stop 53 within the slot 54. The plate 5| is held in one extreme position or the other by the forked shaft 44 of the booster C which engages in the notch 53. It may be seen that when in the operation of the dial B, a cam lip 35 or 35' strikes a raised pin 41 or 48, the

.zontal shaft 51.

In other words, when the booster C is caused to pivot about its pivot point 42 until the shaft 44 comes into alignment with the center line of the pivotal bed plate 5| extending through the pivot point 52 and the center of the notched end 53. A further slight pivoting of the booster C causes the forked shaft 44 to bear against the other side of the notch 53 from that which it has been previously in engagement. This action pivots the bed plate 5| about the point 52, acting to shift the master switch E in a manner which will be hereinafter more clearly described. The circumferential flanges 41 and 48' at the top of the pins 41 and 48 engage over the inturned portions of the lips 35, holding the pins in engagement with the lips 35 until they move out of contact with the pins. This construction is best illustrated in Figure 17.

The master switch E is probably best illustrated in Figures 1, 2, 6, and 7 of the drawings. This master switch is provided with a base plate 55, having an upwardly extending flange on either end thereof to form bearings for a hori- Upon-the shaft 51, are pivotally mounted a pair of angle members 58 and 58, one end of each member having an ear 58 bent down from the top thereof through which the shaft 51 may pivot. On the opposed ends of each of the angle members 58 and 58, are formed arms 5| through which the shaft 51 also extends. The arms 5| extend through apertures 52 in a horizontal lever 53'which is pivoted at 54 centrally of the base plate 55. The lever 53 is provided with a bifurcated end 55 between the ends of which is positioned an upturned lug 55 on the pivotal bed plate 5| of the shifter. When the bed plate 5| is pivoted in the position illustrated in Figure 6, the lever 53 is forcing the arm 5| on the angle member 58 forwardly, tending to forwardly and upwardly, this angle member pivoting on the shaft 51. At the same time, the opposite end of the lever 53 on the opposite side of the pivot 54 is forcing the arm 5| on the angle member 58 rearwardly, pivoting this angle member around the shaft 51 and tending to pivot or tilt the front face 51 of the angle member 58 downwardly. The front face 51 of each of the angle members 58 and 58 is provided with an insulating shoulder 58 adapted to bear against the various spring contact switches making up the master switch E. Accordingly, when the plate 5| is in the position illustrated in Figure 6, the angle member 58 has been tilted upwardly to permit/the contact points 58, 10 and 1|, to spring apart, opening these contacts, while the angle member 58 has been tilted downwardly to close the contact points 12, 13 and 14.

- The position of these various contacts in the circuit may be seen in the wiring diagram in Figure 22 of the drawings. However, it is believed sufficient to state at this point, that the shifting of the master switch E acts to change the signal lights on the signal F.

From the foregoing description, it would appear that when the cam lip 35 on the plate 35 bears against the pin 48, the master switch E would be shifted in one direction. When the cam lip 35' on the plate 31 comes in contact with the pin 41 which would then be in raised position, the master switch E would be shifted back into its original position and accordingly, each time one of the plates 35 to 4|, inclusive, passes the booster C, the master switch E would change position. Various means are provided, however, for preventing the shifting of the bed plate 5| of the shifter D, and unless each of these means for locking the bed plate 5| in one extreme position is released, this plate will not pivot.

One of these locking means comprises the piv- 5 oted dogs 15 and 15. A pair of upwardly ex tending flanges I8 and 11 extend upwardly from the base plate 58 of the shifter and one dog 15 is pivotally mounted on a shaft 18 (Figures 10 and 11) extending between these flanges l6 and H. The dog 15' is pivoted on a shaft 18' extending between a similar pair of flanges 16 and 11. The dogs and'l5 are formed with a weighted end 19 or l9',, respectively, which acts as a shoulder to engage againsta stop flange 88 or-88, one of which is mounted on either side of the pivotal bed plate 5|. When the plate 5| is in the position illustrated in Figure 6, the flange 88' on the plate 5| on the right side of the center thereof engages ,the shoulder ends 20 19' of the locking dog 15' while the shoulder 88 to the left of the center of the plate 5| is released from the shoulder 19 on the dog 15. In

the position illustrated in Figure '7, the flange 88 to the left of the center of the pivotal plate 25 5| is in engagement with the weighted shoulder end 19 of the dogs 15, while the dog 15' is free from engagement with the flange 88 to the right of the center of the plate. Accordingly, when the plate 5| has been pivoted into either extreme position, it is'locked'in this position by the dog 15 or T5 and cannot be moved by the booster C until the engaging dog is released. Accordingly, when the booster C is engaged by one of the cam lips 35, the booster C pivots about its pivot point 42 and attempts to move the bed plate 5| but failing to do so, returns to its position before engagement by the cam lip 35, as soon as this lip moves out of engagement with the pin 41 or 48. r

In order to release the dogs 15 or 15' from engagement with the flanges 88 or 88', it is necessary'that the solenoid 8| or 8| be actuated. The solenoids 8| and 8| are provided with slidable cores 82 and 82, respectively, each of which is provided with a cylindrical stop head 83- and 83', respectively. Above thestops 83 and 83, the core is restricted in diameter for a short distance and a cone-shaped head of larger diameter 84 or 84 is formed on the end'of each core. This is clearly illustrated in Figure 25 of the drawings. similar opposite sides or in other words, as the shifter D is entirely symmetrical with respect to the center line or plane of the dial B, it may be understood that their functions are just the same,-and in showing one of the core members 82 or 82' in detail, the other core member could just as well have beenshown." The primed numbers refer to parts to one side of the plane of the dial B, and the same unprimed numbers refer to similar parts on the other side. Figure 11 of the drawings illustrates the core 82 in lowered position, resting upon the upper plate l2 of the frame l8. Figure l illustrates the core in raised position, wherein the cone-shaped head 84 is engaged by a transverse flange 85 on a spring arm 86 secured to the flange 11. This engagement is also clearly illustrated in Figure 12. The position of the flange 85 on the arm 86 and of the flange 85' on the arm 88' with respect to the cone-shaped heads 84 and 84' may be seen in Figure 9 of the drawings. As the heads 84 and 84 are driven upwardly by the solenoids 8| and 8|, they bear against the flanges 85 and 85' bending the arms 85 and 86' inwardly. The

As the shifter D is provided with entirely flanges 85 and 85' then engage beneath the heads 84 and 84' to hold the cores 82 and- 82' bearing the cylindrical stops 83 and 83' into the raised position illustrated in Figure 10 of the drawings. As may be seen in Figures 10 and 11, the weighted ends 19 of the dogs and 15' rest upon the-upper surface of the stops 83 and 83, lifting the dogs 15 and 15 out of engagement with the flanges 88 on the pivotal bed plate 5|, releasing this bed plate and allowing the same to pivot. shaped heads 84 and 84 from the flanges 85 and 85 is best illustrated in Figure 9 of the drawings. Secured to the flanges 16 and 16', respectively, are spring arms 81 and 81. Each .of the spring arms 81 and 81 bears a hammer head 88 or 88. These hammer heads are provided with a cam end 89 or 89', a hammer shoulder 98 or 98' which is adapted to strike against the spring arms 86 or 86 and a hammer weight 9| or 9|. Figure 9 illustrates in dotted outline the plate 48, mounted upon the arm 28 of the dial B. Adjacent this plate 48, is positioned a beveled or cam surface 92. A similar surface 92 is formedon each of the plates 31, 38, 39, 48 and 4|. In the rotation of the dial B, each of the beveled surfaces 92 bears against the cam surface 89, flexing the spring arm 81 outwardly in the manner illustrated in Figure 9. The spring arm 93 which is also secured to 'the flange I6 bears against the spring arm 81 to increase the spring tension, forcing this arm inwardly. As soon as the cam surface 89 is released by the cam surface 92, the spring arm 81 flexes inwardly, the hammer shoulder 98 striking sharply against the spring arm 86, flexing the spring arm 86 sufficiently to disengage the flange 85 from the head 84 of the solenoid core, allowing this core to drop.

In a. similar manner, the cam surfaces 92' on the plates 38, 31, 38, 39 and 4| are engaged by the cam surface 89', flexing the spring arm 81' outwardly against tension of the spring arm 93' and when the cam surface 92' pivots out of engagement with the cam surface 89, the hammer shoulder 98' strikes sharply against the spring arm 86', releasing the flange 85' from engagement with the head 84' of the solenoid core. Thus a releasing means for permitting the solenoid core to drop is provided. a

For reasons which will be hereinafter set forth,

it is undesirable to release the solenoid core 82 or 82' to permit the same to drop on that side of the shifter D, toward which the notched end 53 of the bed plate 5! is pivoted. In the position illustrated in Figure 9, for example, it is undesirable to release the head 84' from engagement with the flange 85' and when in the opposite pivotal position, it is similarly undesirable to disengage the head 84 from engagement with the .flange 85. To prevent such disengagementby the hammer head 88', I provide a pair of arms 94 and 94' extending integrally from the bed plate 5| and provided with upwardly extending stop flanges 95 and 95. These stop flanges are adapted to engage against the hammer weights 9| and 9| to limit the inward movement of the hammer heads 88 and 88, thereby preventing these heads from striking the spring arms 86 and 86' to release the solenoid coreS.- In the position illustrated in Figure 9, the stop flange 95 is in engagement with the hammer weight 9| and. therefore, the hammer shoulder 98' cannot strike the arm 86 to disengage the flange '85 thereon from the solenoid core 84'. In this po-- sition, however, the flange 95 is out of engage The means for releasing the conement with the hammer weight 8| and the hammer head 88 is free to act upon the arm 88. In the opposite pivotal position of the plate 8|, the reverse is true, as the stop flange 88 engages against the hammer weight 8|, preventing the operation of the hammer head 88, but the head 88' is free to operate upon the arm 88'.

The solenoids 8| and 8| are operated in a manner which will be described in connection \0 with the wiring diagram'by the vehicles passing along the various highways. A second pair of solenoids 08 and 88' are so situated in the circuit as to be operated manually by a pedestrian who wishes to cross at the intersection. Figure 19 i1- lustrates the position of the solenoids 88 and 98, while Figure illustrates the operation thereof when studied in' connection with Figure 13. The solenoid 98 is provided with a core 81 provided with a' cone-shaped head 08. This head 98 is adapted to bear against a pair of switch contacts 89 in a manner to close these contacts when the core 81 is in raised position. The core ,91 is held in raised position by a lever I00 which is pivoted at IN to the top plate I2 of the frame and which is secured to a lever I02 extending partially overthe shifter D. The lever I00 is held in engagement with the core 81 by means of a spring I08, and a stop shoulder I08 limits the pivoting of the lever I00 when this lever is out of engagement with the core 91. The solenoid 88 is provided with a core 01 having a cone-shaped head 98 of larger diameter than the portion of the core 91' adjacent the sameand when the core 81' is in raised position, it acts to close the switch contact I05; As illustrated in Figure 13 and in Figure 14, the core 81 is held in raised position by means of a lever I00 pivoted at IN. A lever I02 pivots with the lever I00. The lever I00 is held in engagement with the core 81' by means of a spring I03" and a shoulder I04 limits the pivoting when this lever is not in engagement with the core 81.

The means for releasing the cores 81 and 81' from engagement with the trip levers I00 and |0| is illustrated in Figure 13. Spring arms I08 and I08 are secured to the flanges 18 and 18, respectively. These arms I08 and I08 are equipped with hammer heads I01 and I01. The hammer heads I01 and I01 are provided with cam surfaces I08 and I08 respectively, which are also engaged by the cam surfaces 92 and 82 on the various plates 88 to 4|, inclusive, on.

the lug 28 and upon the various adjustable arms 28 to 80 inclusive of the dial B. In dotted outline in Figure 13 is illustrated a plate 40 having a cam surface 82 which is in engagement with the cam surface I08 of the spring arm I08. The hammer heads I01 and I01 are also provided with weighted hammers I08 and I08. The engagement of the cam surface I08 with the cam surface 82 flexes the spring arm I08 outwardly against the tension of this spring arm and a supplementary spring arm IIO. When the cam surface 92 moves out of engagement with the surface I08, thearm I08 flexes inwardly causing the weighted hammer I09 to strike sharply against the lever I02, momentarily pivoting the lever I00 about the pivot point |0| and releasing the head 88 of the solenoid core 01. Similarly, the cam surfaces 02' 'cause the hammer weight I09 to strike the lever I02, releasing the head 88 of the core 81.

For reasons which will become clear as the description of'operation of the device progresses, it is desirable to trip the cores 9? 9 91' on but one side at a time, and therefore, the applicant provides a means of rendering the hammer heads I01 or I01 on the side toward which the notched end 48' of the plate 8| is pivoted, inoperative. This is accomplished by securing a spring strip, III or III to each of the flanges 18 and 18 inwardly of the spring arms I08 and I08. To the flexible arms III or,||| are secured more rigid arms 2 or II2", having locking catches H3 or III secured integrally thereto. These catches H8 and H8 bear against an upwardly extending stop II or H4. When the bed plate 5| is in the position illustrated in Figure 13, the catch II! is in contact with the stop Ill, thus preventing inward movement of the arm II2. As this arm H2 is inwardly of the spring arm I08, the hammer head I01 is limited against inward movement and the weighted hammer I00 cannot strike against the lever I02 to release the lever I00 from engagement withthe core 81'. When the plate 5| is in the opposite extreme position, the locking catch H8 is in contact with the stop Ill on the arm 84 of the plate 8|, and the weighted hammer I08 is prevented from striking against the lever I02. When the catches H8 or 3' are not engaged, the flexible arms III and III support the rigid arms 2 and H2 in a manner so as not to interfere with the movement of the arms I08 and I08.

From the foregoing description, it would appear thatwhen the plate 5| was pivoted into the position illustrated in Figure 6, and the solenoid 8| operated to release the dog 18 from engagement with the flange on the plate 8|, the plate 8| would then be free to pivot the next time the booster C was actuated to move the shifter into the position illustrated in Figure 7. It is sometimes undesirable in the operation of the device to permit the plate 8| to pivot even though the dog 18 is out of engagement with the stop flange 80. It is usually undesirable to pivot the plate 8| when both of the solenoid cores 82 and 82' are in raised position. For this reason, the spring locking plate illustrated in Figures 6, '7 and 8 is provided. This'spring plate H8 is provided with two spring ends 8 and 1 8' which are separably operable. An antifriction roller 1 or I I1 is secured by means of a spring arm 8 or II8' to the plate H8 in a manner to rest upon the ends H8 and H8 respectively. When the plate 8| is pivoted in the position illustrated in Figure 6, a roller 1 is thrown into the plane of the dial B, whereas, in the position illustrated in Figure '7, the roller H1 is in the plane of the dial B. As illustrated in Figure 21, plate cams 8 are secured to and are movable with the plates 81, 88, 38 and 4|. The construction of these plate cams H9 is clearly shown in the perspective views of Figures 1 and 2 and Figure 8 of the drawings. In the rotation of the dial B, the plate cams ||9 engage the roller 1 or 1' depending upon the position of the plate 8|, and depress one end H8 or 8' of the spring plate 8. When one end of the stop plate 5 is depressed, it reaches the level of .the stops 83 and 83 and prevents the pivoting of the plate 5| upon which the plate 5 is mounted. In Figure 6, if the end II 8 of the stop plate H5 is depressed, the stop 83 is in raised position and the plate 5 will bear against the stop 83 and prevent pivoting of the plate 5|. Similarly, in Figure 7, if the end H8 is depressed, it will bear against the stop 83 if this stop is in raised position. It is obvious that aoaaeoo J when the end H6 bears against the side of the stop 83, or the end IIB bears against the stop 83, the plate 51 hearing the stop plate II can-,

not pivot.

Figure 5 illustrates diagrammatically a series of cams which are operated simultaneously with the dial B. The cams'in Figure 4 are mounted upon a sleeve B" through which the shaft B of the dial B extends. The shaft'B is supported by the supporting member IS. The sleeve B" is secured against turning with respect to the arm 28. Thus, when the dial B is not in rotation and the arm 28 is adjusted about the periphery of the dial, the sleeve B" and the cams I20, I2I and I22 mounted thereupon, are accordingly adjusted. The cams I23, I24 and I are mounted against turning directly upon the dial shaft B. Therefore, while the cams in Figure 4operate at the same speed as the cams in Figure 5, the relative. positions thereof can be adjusted by moving the lever 28 (Figure 1). The cams I20 to I25, inclusive, are for the purpose of closing the series of contact switches G. The cam I20 operates the contact switch I26. The cam I2I operates the contact switch I2I. The contact switches I28, I29, I and I3I are similarly operated by cams I22, I23 and I24 and I25, respectively. The cams in Figure 4 are similar to those in Figure 5, but are positioned in the same respective relationship as the iixed lug 25 and the arm 28 on the dial B. When the arm '28 extends directly opposite the lug 25, the cams illustrated in Figure 4 are 180 degrees from the position of the similar cams in Figure 5.

The operation of my signal control can best be obtained by reference to the wiring diagram in Figure 22. In this figure, vehicle actuated contact pads I32 are inserted in the highway A, (Figure 24), for controlling traflic on this highway, and pads I33 which are placed in the highway B for the purpose of controlling traflic on this highway. It is understood that the contact pads I32 and I33 are provided with contact switches therein which are momentarily closed a by each vehicle passing over the highway toward the intersection. The pads I32 are connected in parallel. When a vehicle makes contact in one of the pads I32, the circuit is closed to the conductor I34 to the solenoid 8I' through the manually operated setting switch I35 and through the conductor I36 to the line wire L. Then from the other line wire M, current passes through the contacts I3 forming a part of the master switch, through the conductor I31 and the conductor I38 and the conductor I39 to the double throw switch I40. From the switch I40, the current passes through the conductor I to the pads I32, completing the circuit. The switch I40 is illustrated in Figure 3 of the drawings and is controlled by the core 82' of the solenoid 8i. When the core 82' is in lowered position, as illustrated in Figure 3, the circuit is closed between the center contact I42 and the lower I43, closing the circuit between the pads I32 and the solenoid When the contact is made in the pads I32, the solenoid 8| is actuated, raising the core 82 breaking contact between the points I42 and I43,

and making contact between the points I42 and I44. Thus, the raising of the solenoid core acts to break the circuit to the pad I32 so that further vehicles passing this pad will not close any circuit as long as the solenoid core 82 is held in raised position.

When the core 82 is in raised position, a circult is closed from the line wire M to the contacts I3 to the conductors I3'I, I38 and I39 to the switch. I40. When the core is raised, contact is formed between the points I42 and I44 through the conductor I45 to the motor I4. The motor I4 isconnected directly to the line wire L, closing the circuit and starting in motion the motor I4. These circuits to the motor and to the solenoid 8 I must pass through the master switch contacts I3 and cannot be made if this switch I3 is broken.

When the vehicle passes over one of the pads I33, a circuit is-closed through the conductor I46 to the solenoid 8I and from this solenoid through the conductor I 41 to the setting switch I35 through the conductor I36 to the line wire L. From the line wire M the circuit is closed to the contacts I0 forming a part of the master switch E through the conductor I43, through the switch I49 and the conductor I50 to the pads I33, closing the circuit. The switch I49 may be seen in Figure .3 of the drawings and is similar to the switch I40.

When the core 82 of the solenoid III is in lowered position, the circuit is closed through the center contact arm I 5i to the lower contact arm I52 closing the above described circuit to the pads I33. When the solenoid 3| has been actuated to raise the core 82 and this core is suspended in raised position, the circuit is closed between the contact I5I and the contact I53. This closes a circuit from the line wire M to the contacts I0 ahd the conductor I40 through the contacts I5I and I53 and the switch I 40, through the conduc tor I54 and I45 to the motor I4 which is connected with the other line wire L. Therefore,

when the solenoid 8| is in raised position,, the

motor I4 starts to operate.

For the purpose of illustration, I have disclosed a single signal F embodying twelve lights and employing four circuits. One series of lights I55 comprising two red and twogreen lights, one of which is visible from each side of the signal, acts to display a go signal along the highway A, and a stop signal along the highway B. A second series of lights I55 comprises two green and two red lights which are adapted to be displayed to provide a go signal on the highway B and a stop signal on the highway A. Each of the lights in the series I55 is secured in parallel between the one line wire L and a conductor I5I which leads directly to the contacts 69 forming a part of the master switch E. The contacts 69 lead directly tothe other line wire M so that when the contacts 69 are closed, the series of lights I55 are illuminated. The series of lights I56 are connected in parallel between the line wire L and a conductor I58 which leads directly to the contacts I2 in the master switch. When the contacts I2 are closed, closing the circuit to the line wire M, the series of lights I55 is illuminated.

One pair of amber lights I59 adapted to indicate a change signal is wired in parallel between the line wire. L and the conductor I60 leading to the cam operated switch I3I. From the switch I3I, the conductor IGI leads to the contacts II in the master switch E, the circuit is closed from the two amber lights I59 to the line wire I3I and I32. It'will be noted that the contacts 69, I0 and II in the master switch E are ciosed simultaneously, at which time the contacts I2, I3, and I4 are opened. Conversely, when the contacts I2, I3 and I4 are closed, the contacts 59, I0 and II are opened. Therefore, it is obvious that the amber lights I59 can only be used when the series of lights I55 are illuminated, as these circuits pass through the contacts 59 and II. The two amber lights I62 are connected in parallel between the line wire L and the conductor I63 leading to the cam operated switch I26. From this switch, the conductor I64 leads to the contacts 14 in the master switch E when the circuit is closed tothe other line wire M. Accordingly. it may be seen that the amber lights I62 may be used only in conjunction with the series of lights I56 and only during a short period when the contacts I26 are being closed by the cam I22.

I have described the manner in which the motor I4 is started into operation after the operation of one of the solenoids 8| or 6I' by closing suitable contacts in the contact switches I40 or I49. A second circuit to the motor is provided in order that this motor will not cease operation as soon as the cores of the solenoids are dropped. This circuit extends from theullne wire M to the master switch contact 13 and the conductor I31 through the conductor I66 and the cam operated switch I21 and through the conductor I61 to the motor I4. The other conductor to the motor is connected directly to the opposite line wire L. Another circuit to the motor extends from the line wire M through the contacts 10 and the conductor I66 through the cam operated switch I30 to the conductor I69 which connects with the conductor I61 leading to the motor I4. As has been explained, either the contacts 10 or the contacts 13 are closed at all times, one always remaining open while the other is closed and therefore the motor I4 will continue in operation it the circuit unbroken by the master switch E is broken by themotor cams I2I or I24.

For pedestrians wishing to cross one o! the highways, a series of push buttons I 10 are pro vided for pedestrian operation to obtain the right of way. Push buttons I10 are connected in parallel between the conductors HI and I12. The conductor I1I leads to the solenoid 96', the other wire of which is connected to the setting switch I35 and the conductor I36 to the line wire L. The conductor I12 leads to the contacts I13 01 the double contact switch I14. Passing through the contacts I13, the circuit continues through the conductor I36 and the conductor I31 to the contacts 13 of the master switch E through which it is connected to the other line wire M. A double contact switch I14 is illustrated in Figure 19 of the drawings. As may be seen in this figure, when the core 61' of the solenoid 66' is in lowered position, the contacts I13 are closed and the circuit is closed to the solenoid 66' to elevate the core 61. As soon as the core 91' is in raised position, the contacts I13 of the double contact switch I14 are broken and further actuation of the pedestrian push buttons I10 will have no effect upon the timer until this core has been tripped by the core tripping means which has been described.

A second series of pedestrian push buttons I15 is arranged for pedestrians who wish to cross the intersection in the opposite direction to those operating the push buttons I10. The buttons I15 are connected in parallel between conductors I16 and I11. The conductor I11 leads directly to the solenoid 96. From the solenoid 96, the current passes through the conductor I41 to the setting switch I35 and through the conductor I36 to the line wire L. The conductor I16 leads directly to the contacts I16 of the double contact switch I16. After passing through the contacts I16, the current passes through the conductor I60 to the conductor I46 leading to the contacts 10, Iorming a part of the master switch, through which the circuit is closed to the line wire M. The switch I16 may be seen in Figure 19 of the drawings This switch is operated by the raising and lowering of the core 61 0! the solenoid 96. Accordingly, when the core 91 oi the solenoid 66 is raised, the contacts I16 are broken and subsequent operations of the pedestrian switch buttons I15 will not energize the solenoid 66 until the core 91 thereof has again been lowered by the tripping mechanism heretofore described. 7 The double contact switch I14 has been operated by the raising of the core 91' of the solenoid 96' to close the upper contacts I6I so that a circuit is closed from the line wire L through the conductor I 36 and the setting switch I35 to the solenoid 6|. The solenoid 6| is connected by the conductor I62 to the upper contacts I6I through the conductor I83 and the conductor Hi to the contacts I42 and I43 of the switch I40. Then if thecore oi the solenoid 6| is not already raised, current passes through the conductor I36 and I36 to the conductor I31 which is connected to the contacts 13 in the master switch E. These contacts communicate with the line wire M to close the circuit.

When the solenoid 96 is operated to raise the core 91, the contacts I65 of the double contact switch I16 are closed, thus closing a circuit to raise the core 82 of the solenoid BI if this core is not already in raised position. The circuit extends from the line wire L through the conductor I 36 and the setting switch I35 and through the conductor I41 to the solenoid 6| From the other ,wire of the solenoid, the circuit passes through the conductor I66 and the contacts I65 of the double contact switch I16 to the conductor I50 leading to the switch I46 operated by the core of the solenoid 6i. If this core is in lowered position, the circuit is closed between the contact points II and I52 to the conductor I46 leading to the contacts of the master switch E which close the circuit to the line wire M.

A series of pedestrian warning lights I61 are provided one adjacent each push button I10 to warn the pedestrian pressing these buttons I10 so that ii there is not sufiicient time remaining in the g0 period to enable them to cross the street, these lights will be illuminated, signalling them to wait until the go signal returns. The lights I61 are connected in parallel between the line wire L and a conductor I68, leading ,to the contacts I05 which are operated by the head 66 of the core of the solenoid 66' as illustrated in Figure 14. From the contacts I05, the circuit extends through the conductor I66 to the cam operated switch I26 to the conductor I60 connected with the conductor I6I, leading to the contacts 1I forming a part of the master switch E.

A series of pedestrian warning lights I6I are secured one adjacent each push button I f0; warning the pedestrian pressing these buttons that not suilicient time remains to cross the intersection before a change of the signal, when these signal lights I9I come on when they have pressed the pedestrian buttons. The lights I6l are secured in parallel between the line wire L and a conductor I92 leading to the contacts 96 operated by the core 91 of the solenoid 96 in the manner illustrated in Figure 15. The circuit extends from the contacts 66 through the conductor I63 to the cam operated switch I26 which is connected by the conductor I64 to the conductor I64 aosaeoo go" for the highway A and stop for the highway B. No car is near the intersection on highway A but a vehicle passes over one of the pads I33 in the highway B. The circuit is closed through the pads I33 to the solenoid 8|, raising the core 82 thereof, the head 84 engaging the flange 85 to hold, the core in raised position. The locking dog I5 is released from engagement with the flange 88. The shifter D is in the position illustrated in Figure '7. If the motor I4 is not already in operation, the raising of the core 82 makes contact between the paints I5I and I53 of the switch i iii. ciosing a circuit to the motor and starting it into operation.

The dial B rotates until one of the cam lips 35' engages the pin 42', pivoting the booster C into its other extreme position. As the locking dog I5 is released by the raising of the core 82, the

shifter D pivots into the position illustrated in Figure 6, opening the contacts 59, I and TI and closing the contacts 14, I2 and I3. Simultaneously with the pivoting of the booster C by the cam lip 35, the cam surface 92 has been in engagement with the cam surface 89 of the hammer head 88. Following the shifting of the shifter D by the booster C, the cam surface 88 is disengaged from contact with the cam surface 92, the hammer shoulder 90 striking against the arm 86, disengaging the head 84 of the solenoid-8| from the flange 85 and permitting this solenoid core to drop. When the contacts "I2, I3 and I4 are closed, the circuits which have been above described are closed from the contacts. I2 to the series of lights I56 operating to display a go signal on the highway B, permitting the vehicle actuating the pads I33 to pass the intersection. The circuit is also closed from the contacts I3 through the cam operated contacts I2'I to the motor. As has been described, the master switch is operated to close the contacts I3 before the core 82 of the solenoid 8| is dropped. As long as the solenoid core is raised, the circuit is closed through the contact switch I49 to the motor. Therefore, at least one circuit is closed to'the motor I4 until the core 82 is dropped. The motor I4 continues to operate on the circuit extending through the camoperated switch I21 until the cam I2I operating the contacts I2I is rotated into position to break the contacts I21, stopping the motor I4. The cam I28 is set with respect to the dial B and the motor I4 will cease rotation shortly after the plate 38 of the arm 38 has passed the booster C or a point of operation, or in the diagram illustrated in Figure 23, the dial B will cease rotation in the section 3B.

The signal- F is now displaying the lights I58,

engagement with the flange 88'. The pin 48 is in raised position and'is engaged by the cam lip 35 on the next adjacent plate passing the booster. In case the motor I4 has been stopped, the plates 36 to H inclusive will pass the booster C in the order from left to right illustrated in Figure 21. When the cam lip 35 on the plate 36, or on any of the other plates hearing such a cam lip in case the motor I4 has not been stopped, engages the pin 48, the pin 48 acts to pivot the booster C into its other extreme position. As the dog 15' is disengaged, the plate I pivots from the position illustrated in Figure 6 back to the position illustrated in Figure '7, closing the contacts 68, III and II and opening the contacts 12, 13 and I4. Simul- 'taneously with the movement of the booster C by the lip 35, the cam surface 88' of the hammer head 88' has been in engagement with the .cam surface 82 on the dial B and immediately after the pivoting of the plate 5| by the booster, the shoulder 90' strikes against the spring arm 86' disengaging the flange 85 from the head 84 of the solenoid core 82'.

The closing of the contacts 58, I0 and 'II in the master switch E, acts to close a circuit to the series of lights I55 and the signal F, which lights illuminate to display a go signal on the street A and a stop signal on the highway B through the contacts 59. The contacts I0 act to close a circuit to the cam oper ted switch I30 to the motor I4. The motor I operates on this circuit after the dropping of the core 32 and if the pads I33 are not traversed for a short period of time, the motor will operate the dial B until the cam I24 is moved into inoperative position to open the contacts I38 and stopping the motor. The cam I24 is so positioned relative to the dial B, that the dial will always stop when the circuit is broken by this cam shortly after the plate 38 on the arm 2'! has passed the booster, while with reference to Figure 23 in the portion 3--A of the dial.

The contacts "II and 14 control the amber change lights in the signal. When the motor I4 has been stopped after the circuit has been broken by one of the cams I2'I'and I38, the

motor can only bestarted by cars or pedestrians actuating the pads or push buttons on the highway opposite to that on which the go signal 'is being displayed. Circuits from the pads and push buttons on the other highway are broken by the master switch E. When the motor' I4 starts after having been stopped, the cams I22 and I25 are .so arranged as to illuminate the amber change signal. The amber change signal is thus only illuminated in the portions 3A and 3B of the dial B. The circuits to the amber change lights I58 and I82 extend through the master switch E in a manner to cause the bulbs to be illuminated during the last few seconds of the portions 3A and 3B at all times when the signal F is to change at the end of these periods. I

The simplest operation of the signal wherein but one automobile at a time approaches the intersection, has been described. Now let us say for-example, that the signal F is displaying the lights I-or is displaying a go signal on the highway A. A car approaches. on the highway B crossing a pad I33. The motor I4 startsdn op-.

eration and changes the signal'in a manner which has been above described. Before the motor I4 started operation, the dial B was in the position illustrated in Figure 28. When the motor I4 is started into operation, the dial B starts to rotate in the direction of the arrow and when the lug and plate 36 thereupon passes the booster C, the signal is changed to illuminate the lights I56 and display a go signal on the highway B. If a car approaches on the highway A as the dial B is rotating the portion I-B over the booster C and no further cars approach on the highway B, the signal will be changed by the plate 31 on the arm 26 to provide a "30 signal on the highway A as above described. If, however, during the portion I--B, a car approaches on the highway A and subsequently during this same period asecond car approaches on the i highway B, the time of signal on the highway B is prolonged to display during the portion 2-3. The manner in which this is accomplished is as follows: Actuation of the pad I32 in the highway A, acts to raise the core 82 of the solenoid 8|. Contact is made between the points I42 and I44 on the core operated switch I48. If contact is now made in one of the pads I33, a circuit is closed from the line wire L through the conductor I36 and the setting switch I and the conductor I41 to a solenoid 8|. From the solenoid 8|, the circuit extends through the conductor I46, the contact pad I33 and the .conductor I to the core operated switch I49. As the core is in lowered position, the circuit extends through the points I5I and I52 to the conductor I48 connecting with the contacts 18. The contacts 18 in the master switch are broken but this conductor also leads to the conductor I68 extending to the cam operated motor switch I30 which is always closed during this portion of the rotation. From this switch, the circuit extends through the conductor I69 and IE! to the conductor I45, leading to the switch I48 operated by the core of the solenoid 8|. As this core is in raised position after actuation of the pads I32, contact is made through the points I42 and I44 to the conductor I39, which connects with conductors I38 and I31 to the contacts 13 of the master switch .which are closed. Accordingly, after actuation of the pads I32 during the time portion I-B to raise the core 82' the core of the solenoid 8| may be raised.

The shifter D is now in the position illustrated in Figure 6 of the drawings and both of the cores 82 and 82 are in raised position. At the end of the period I-B, the plate 31 on the arm 26 comes into lowermost position. This plate, however, is provided with a plate cam I I9. This plate cam depresses the spring arm IIG of the spring plate I I5, depressing this arm to the level of the raised cylindrical stop 83, and preventing the pivoting of the plate 5i by the booster C. The plate cam II9 extends somewhat to the rear of the plate 31 and holds the spring arm IIE depressed until the cam lip 35 is disengaged from the pins 48 and the booster C snaps back into the position illustrated in Figure 6. During this time, both of the cam surfaces 89 and 89 have been engaged by carn surfaces 92 and 92' adjacent the plate 31. Shortly after the booster C returns to its original position, the hammer heads 38 and 88' are released. The hammer shoulder 90 strikes the arm 86, releasing the head 84 of the solenoid core 82. The flange 95' is in engagement with the hammer weight 9I' of the hammer head 88', however, preventing the hammer shoulder 95 from striking the arm 86' so that the core 82 remains in raised position.

In this way, the signal is prolonged during the period 2--B. At the end of the period 2-3,

the lip 35 on the plate 38 of the arm 21 pivots the booster C in a manner to pivot the shifter D. The plate cam II!) on the plate 38 again depresses the spring arm II6 but as the cylindrical stop 83 is not raised, the shifter is permitted to pivot.

If a third car approaches on the highway B during the period 2--B, the core 82 is again raised by means of the circuit above described, and movement virtually identical with that described at the end of period I-B is repeated. The depression of the spring arm H6 by the plate cam H9 and the bearing of this spring plate against the cylindrical stop 83 prevents pivoting of the bed plate 5I and the go" signal continues to be displayed on the highway B through the period 3--B. If however, a car approaches during the time portion 3--B on the street B, the core 82 of the solenoid 8I is again raised. The next succeeding plate in the rotation of the disc B, however, is not provided with a plate cam I I9 so that the raising of the stop 83 to operative position does not prevent pivoting of the shifter operating the master switch E As there is no cam surface 92 adjacent the plate 48, the core 82' will remain in raised position. During this period I-A, the signal F will display a "go signal along the highway A. If no further car approaches during the period l-A on the highway A and as the stop 83 on the core 82 is in raised position, disengaging the dog I5 from the flange 80, the pin 41 will be engaged by the 11p 35 on the plate 4I and the shifter D will be pivoted back into the position illustrated in Figure 6. If during this next period 2-A, a car approaches on the highway A and no car approaches on the highway B, the shifter D will be operated by one of the lips 35 on the plate 39. If, however, a car approaches on the highway B after the car has crossed the pad I32 on the highway A, the cores of both of the solenoids will again be raised. The cam plate II9 on the plate 33 will prevent the pivoting of the shifter plate 5i by pressing the spring arm H6 into engagement with the cylindrical stop 83. The core 83 will be dropped by the plate 39 and unless a car approaches on the highway B during the time period 3-A, the shifter will be pivoted by the cam lip 35 on the plate 38. A car approaching on the highway B, however, acts to again raise the solenoid core 82. As there is no cam lip 35' on the plate 38, the shifter D cannot be shifted from the position illustrated in Figure 6 to the position illustrated in Figure 7 by this plate 38. Therefore, any car approaching during the period 3--A or I-B, will act to prolong the signal to display go on the highway B during the period 2--B. In the manner above described, a car approaching on the highway B during the period 2-3 will extend the signalling time to display go on the highway B during the period 3--B. At the end of the period 3--B, however, the signal F changes on account of the traffic waiting on highway A to permit the passage of traffic on highway A. In this manner, if the traffic is heavy on thehighway B and light on the highway A, the highway B maybe permitted five periods of the total of six time periods.

This same procedure can be followed through in a manner to permit the signal to display a go signal on the highway A during five of the six periods. It may be seen however, that in order to obtain five consecutive periods of time, it is necessary for traflic to progress quite regularly and frequently along the highway containing these five periods and'that little tramc is found on the other highway, as the time on either highway may be extended in the manner described.

vlous that the only time one street is allotted more than three periods, occurs when no trafllc approaches on one street and the motor I4 stops, or

when the traiiic on the other highway is not sufficient to keep the go signal on that highway to three periods, and traflie has come along on the other highway. with reference to Figure 23, if traflic is heavy on the highway B and light on the highway A, periods I-A or periods I-A and 2--A may be suflicient to take care of all the trailic on the highway A, whereupon continued traffic on highway B may obtain the remaining portions of time, owing to the flexibility of my controller to 20/ handle traflic. Similarly, when trafll'c is heavy on 'ated by the core of the solenoid 8|.

highway A and light on highway B, the portion I--B or the portions IB and 2.B may be granted highway B and continuous trafilc on highway A may change the signal to cause this highway to obtain the remaining periods of time. The circuit through which the solenoid 8| is actuated to prolong the lights I55 exhibiting "go" on the highway A, is as follows: From the line wire L, the circuit extends through the conductor I36, the setting switch I35 to the solenoid 8|. From this solenoid, the circuit extends through the conductor I34 to the pads I32 through which it passes to the conductor l H leading to the switch I40 controlled by the movement of the core 82. Passing through this switch to the conductor I39, the circuit extends through the conductors I38 and I66 to the cam operated motor switch contacts I21 which are always closed at this portion of the rotation. From the contacts I21, thecircuit passes through the conductors I61 and I45 and I54 to the contacts I49, which are oper- As this solenoid has been actuated by a car on the highway B, the contacts I53 and II are closed communicating with the conductor I48, leading to the contacts 10 in the master switch E which communicate with the other line wire M. In this way, the solenoid 8i may be actuated even though the contacts 12, 13 and 14 in the master switch are opened.

When a pedestrian on the highway A wishes to cross the highway B, he depresses one of the push buttons I10. This closes a circuit to the solenoid 96' extending through the contacts I13 and the double switch I14 and the contacts 13 in the master switch E. If the contacts 13 are opened, the signal is already displaying a go signal on the highway A and no movement of the timer is necessary. The contacts 13 are closed at all times when the "go signal is being displayed on the highway B. The contacts I13 are always closed unless the core of the solenoid 96' is already in raised position. Raising of the core 91 of the solenoid 96' opens the contacts I13 to prevent repeated actuations of the solenoid and closes contacts I 8| in a circuit which has been described to the solenoid 8|, acting to raise the core of the shifter D, the cam surface -89 is re-' leased from contact with the cam surface 92' and the core 82' is dropped; As the core 91' has not yet been released by the trigger lever I00, the dropping of the core 82 immediately closes the circuit by which the core 82' was originally raised,

which energizes the solenoid 8| and again raises the core 82'. Immediately thereafter, the cam surface I08 is released by the cam surface 92' and permits the core 98' to drop. The raising of the core 82' acts in the usual manner to provide an additional period for the go signalon the highway A and if traillc'has approached on the highway B, the signal will change back to "go" on the highway B at the end of the second period unless other traflic has prolonged the "go? period on the highway A.

I have thus provided a device for holding the go signal for two periods of the total six when pedestrian desires to cross the highway. A similar action takes place when a pedestrian on the highway B desires to cross the highway A. The depression of one of the push buttons I15 closes a'circuit to the solenoid 96 which in raising its core, closes a circuit to the solenoid 8| to elevate the core of the same. In the movement of the dial, the hammer heads 88 and 88' are just sufficiently in advance to hammer heads I01 and I01 to permit the solenoid core 82 to drop to close the circuit and to again raise into elevated position. and before the core 96 is released to drop. Elevation of the core 82.after it has been dropped provides an extra portion of time for the pedestrian for it is understood that a pedestrian will require more time to cross a highway than will a vehicle. If the push buttons I10 or I15 are operated during the first portion of time alloted the other street, the time maybe extended in a manner similar to that which has been previously described with reference to vehicles.

If the push buttons I10 or I15 are depressed during the time portions 2--A or 2-B, the pedestrians will receive these portions in addition to the portions 3A and 3-3. Shortly before the end of the maximum period of display of the go" signal on either street, the cam I or I23 closes the contacts I26 or I29. For a short time previous to the engagement of the booster C by the plate 40, thecam I23 is acting to close the contacts I 29. Similarly, for a short time before passage of the plate 36 over the booster C, thecam I20 is forcing the contacts I26 into engagement. If the core 91' of the solenoid 96 is in raised position during this last portion of the time before the change of the signal, the contacts I05 will be closed by the head of the core 91 and the lights I81 will be illuminated, warning the pedestrian not to cross the intersection until the signal returns. Similarly, in the last portion of the time during which the cam I20 is in engagement with the contacts I26, the contacts 95 will be closed by the core 91 and the lights I9I will be illuminated.

The manner in which the timer A operates to change the signal F after a short interval, if traiiic approaches alternately onone street and then another and the manner inv which the display of a signal may be prolonged to several periods, either by pedestrian or vehicles, has been explained. I wishto point out that the setting switch I may be operated to make the timer return to one main highway after having been actuated by traffic on the cross street. The settact levers I 93 and I96. The lever I93 is secured against turning on the shaft I91 as is also a cam, arm Ill. Accordingly, when the arm I95 is moved into the dotted position illustrated, the cam arm I93 forces the depending end of the core 92 of the solenoid 8| into raised position and holds the core in this position. Simultaneously, the conductor end I99 this lever is removed from between the contacts 266 and MI of the manual control switch I36. The removal of the contacting end I99 from between the contacts 266 and MI breaks the circuit from the solenoids 96' and M and renders the elements inoperable. The raising of the core 92 of the solenoid 6| acts to prevent the pivoting oi the plate to display a go signal on the highway A until the highway B has had the three periods IB, 2--B, and 3--B. The raising of the core 62 also causes the return of the go signal to highway B unless it is prolonged by continued traflic on the cross street.

The pivoted lever I96 is secured to the sleeve 262 to which is also secured a cam arm 263. When the lever I96 is moved into the dotted position, the cam am 263 acts to bear against the depending end of the solenoid core 62', holding the same in raised position. Simultaneously, the contact end 264 of the lever I96 is removed from between the contacts 2! and 265 of the switch, breaking the circuit to the solenoids 96' and 8| When this lever I96 alone is operated and the lever I95 remains in the full line position of Figure 25, it will make the highway A into a preferred highway through the operation of the controller, causing the signal F to always return to display go" on this highway after the necessary interval on highway B. Thus the raised core of the solenoid acts to always return the signal to the highway A at the earliest possible moment.

When both of the levers I95 and I96 are placed in the dotted position simultaneously, all of the solenoids will be disconnected and the motor I I.

will operate continuously, changing the master switch E each time the plates 36 and 46 pass over the booster C. The plate cams II9 prevent pivoting at other times.

In the diagram illustrating the time selector, Figure 23, I have represented the division of time in the units I3, 228 and 3B, representing the time units for one highway, and IA, 2A, and 3A, representing the time units for the intersecting highway. My flexible time selector which operates the signal lights at the intersection has the advantage of operating in a manner so that if one highway selects the period of time represented as IA and then there is not suillcient traiilc to extend the time into the period represented by the segment 2A, the time selector will continue to operate to expend the time for the A street, leaving the selector stopped, ready to be operated by the B street trafilc if any trailic comes up, however, 1: the trailic on A street only uses the time represented by IA of the selector in this diagram, and does not continue to select the time 213, and the tramc starts on street B and continues, then even if trailic did come up on street A it cannot take the period of the selector represented as 2A, 3A, IB, 2B, and 3B. In this manner, if the trafllc on street B is heavy enough it can get five periods of time of the selector as represented by this diagram, or vice versa, for the street A.

Another advantage of my time selector in my controller resides in a selecting means which will permit the A street to use up its full time represcntcd by'periods IA, 2A and 3A, and if traillc in the meantime has come up on 13 street, the B aosaaeo tramc selects IE, 23 and 33 if it is of a continuous nature, thus the selector may divide the trafllc equally. Further, the selector mechanism of my controller operates to permit the traffic movement to be transferred from one highway to the other, such as if the traffic on A street only uses up the period IA and then traffic comes up on the B street, it can obtain the time represented by 2A. Then if the trailic ceases on B street and the trafllc starts on A street, the A street can get the period of 3A and so on.

The time selector has two main change points, as well as the change points between each segment of time, represented by IA, etc. If the trail'rc is virtually equally heavy on each highway, then the time selector will change the signal from one street to the other at the two main change points. If the trafilc varies on one highway over the other highway, the highway having the heaviest traffic will control or select its own periods of time, even to prolonging the same more than half of the total period allowed for both highways. However, it is not possible for traffic on either of the highways to indefinitely tie up the intersecting traffic because the main change points on the time selector will come into operation and cause the signal lights tobe changed at least for a long enough period of time to permit as much intersecting trafilc as would be necessary to take up the three periods which are ordinarily allotted to the intersecting trailic to cross the intersection.

It sometimes occurs that vehicles, after crossing a pad, will become stalled between the pad and the intersection or will park between the pad and the intersection suificiently long so that the period of time allotted by my timer for this vehicle will have elapsed before the car reaches the intersection. As the pads I32 and I33 are at some distance fromthe intersection, such parking often occurs. When such a car starts up, it would either be necessary for the driver to back the car over the pad I32 or I33, or else to await the approach of other trafiic on the same highway.

I have therefore illustrated in Figures 22 and 24 of the drawings, vehicle actuated pads I32 and I33 which are placed in the highway closely adjacent the corner. These pads I 32 and I33 contain contacts which are capable of changing the signal F to allow the vehicle passing over the pad I32 or I33 to pass the intersection.

One side 01' the contacts in the pads I32 connects with the conductor I34 to the solenoid BI and to the line wire L. The other conductor 269 from the pads I32 is connected through the contacts 2"! in the master switch E. From the contact switch 2), the conductor 2 connects with the conductor III, through the switch I I6 to the conductors I39, I39 and I31, passing through the contacts I3 in the master switch E to the ground. The pads I32 are on highway A, and the contacts 2I6 and 13 in the master switch E are only closed when a stop" signal is being displayed on highway A. Accordingly, the pads I32 are only live when the stop signal is being displayed, as otherwise the vehicle could pass the intersection without changing the signal. This circuit prevents the pads I32 from being used for extension of time periods as is capable of the pads I32. As the circuit extends through the switch I66, energizing the solenoid 9| either pad breaks the circuit until the core 32' thereof is again in lowered position.

Similarly, one side of the pads I33 is connected by the conductor I46 with the solenoid BI, and through the conductor I41 to the line wire L. The 

